EP2002140B1 - Frein à disque à auto-amplification et procédé de commande de celui-ci - Google Patents

Frein à disque à auto-amplification et procédé de commande de celui-ci Download PDF

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Publication number
EP2002140B1
EP2002140B1 EP07723619A EP07723619A EP2002140B1 EP 2002140 B1 EP2002140 B1 EP 2002140B1 EP 07723619 A EP07723619 A EP 07723619A EP 07723619 A EP07723619 A EP 07723619A EP 2002140 B1 EP2002140 B1 EP 2002140B1
Authority
EP
European Patent Office
Prior art keywords
brake
disc
application
self
crank
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP07723619A
Other languages
German (de)
English (en)
Other versions
EP2002140B8 (fr
EP2002140A1 (fr
Inventor
Matthias Seidenschwang
Robert Trimpe
Johann Baumgartner
Steffen Geissler
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH, Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Publication of EP2002140A1 publication Critical patent/EP2002140A1/fr
Publication of EP2002140B1 publication Critical patent/EP2002140B1/fr
Application granted granted Critical
Publication of EP2002140B8 publication Critical patent/EP2002140B8/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
    • F16D65/16—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake
    • F16D65/18—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together, e.g. for disc brakes
    • F16D65/183—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together, e.g. for disc brakes with force-transmitting members arranged side by side acting on a spot type force-applying member
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/741—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on an ultimate actuator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/38—Slack adjusters
    • F16D65/40—Slack adjusters mechanical
    • F16D65/52—Slack adjusters mechanical self-acting in one direction for adjusting excessive play
    • F16D65/56—Slack adjusters mechanical self-acting in one direction for adjusting excessive play with screw-thread and nut
    • F16D65/567—Slack adjusters mechanical self-acting in one direction for adjusting excessive play with screw-thread and nut for mounting on a disc brake
    • F16D65/568—Slack adjusters mechanical self-acting in one direction for adjusting excessive play with screw-thread and nut for mounting on a disc brake for synchronous adjustment of actuators arranged in parallel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/38—Slack adjusters
    • F16D65/40—Slack adjusters mechanical
    • F16D65/62—Slack adjusters mechanical self-acting in both directions for adjusting excessive and insufficient play
    • F16D65/66—Slack adjusters mechanical self-acting in both directions for adjusting excessive and insufficient play with screw-thread and nut
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
    • F16D2055/0004—Parts or details of disc brakes
    • F16D2055/0062—Partly lined, i.e. braking surface extending over only a part of the disc circumference
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/38—Slack adjusters
    • F16D2065/386—Slack adjusters driven electrically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/18—Electric or magnetic
    • F16D2121/24—Electric or magnetic using motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2123/00—Multiple operation forces
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
    • F16D2125/34—Mechanical mechanisms converting rotation to linear movement or vice versa acting in the direction of the axis of rotation
    • F16D2125/40—Screw-and-nut
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/44—Mechanical mechanisms transmitting rotation
    • F16D2125/46—Rotating members in mutual engagement
    • F16D2125/50—Rotating members in mutual engagement with parallel non-stationary axes, e.g. planetary gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2127/00—Auxiliary mechanisms
    • F16D2127/08—Self-amplifying or de-amplifying mechanisms
    • F16D2127/10—Self-amplifying or de-amplifying mechanisms having wedging elements

Definitions

  • the invention is concerned with self-energizing disc brakes of the type in which the actuating element acts independently of the reinforcing elements on the brake pad.
  • a typical type is eg in DE 101 56 348 C1 described.
  • the actuating element acts in the circumferential direction on the brake pad, whereby the operation has only an indirect influence on the generated clamping force.
  • This type of actuation results in a better controllability and influenceability of the effective self-reinforcing than is the case with brakes in which the operation acts directly on the brake pad.
  • the known brakes of this type are z.T. also equipped with wear adjustment systems.
  • the adjustment system is arranged in these constructions so that the entire actuator system of the brake including at least parts of the actuator, the adjuster and the self-energizing mechanism must be displaced.
  • DE 103 28 244 A1 is a self-energizing disc brake described in which the actuation by means of an actuator spindle directly on the brake pad acts.
  • This brake is also equipped with a wear adjustment system, wherein in one embodiment of the described construction of the drive motor of the brake actuator by means of a switchable transfer gearbox is also used to drive the readjustment system.
  • an actuator support plate spanning the entire length of the brake pad must be adjusted in an external thread. Due to the large diameter of the thread this thread adjustment is associated with a very poor efficiency, but this is not important for the exclusive purpose of the wear adjustment.
  • WO-A-03/071150 shows a disc brake according to the preamble of claim 1.
  • the brake application via the wedge system causes a directional dependence of the braking effect.
  • the drive train between the branching gear and the brake pad unit via the first application device is not designed to be self-locking and the output line between the branching gear and the brake pad unit on the second application device is designed self-locking.
  • the above task can be in the brake design of Fig.1 Moreover, solve in a surprisingly simple way by the wear adjustment system is used in a particularly simple manner to realize the parking brake function.
  • the readjusting brake pistons with spindle and nut are dimensioned for transmitting the entire application force and the drive motor must already be so powerfully designed for the service brake application that it can generate sufficiently high clamping forces even at reduced actuating speed via the spindle actuation.
  • the brake pad unit comprises at least the brake pad and possibly a pressure plate or other elements.
  • the transition from service brake to parking brake can advantageously be carried out so that individual brakes or the brakes of individual axes perform the described steps 2 to 6 offset from each other.
  • the front brakes begin with step 2.
  • the VA brakes start step 5 the HA brakes begin with step 2. In this way is achieved that a slight release of the brakes of the one axis faces a tension force increase of the brakes of the other axis.
  • the disc brakes according to the invention build on a fixed caliper concept, in which a one or more parts caliper 1 (also called brake housing) is fixed relative to a brake disc 2 immovably to a wheel axle.
  • a one or more parts caliper 1 also called brake housing
  • brake disc 2 immovably to a wheel axle
  • a fixed caliper brake with pneumatically actuated application device of this type show, for example, the DE 36 10 569 A1 , the DE 37 16 202 A1 or the EP 0 688 404 A1 ,
  • a fixed caliper brake with electromotive adjustment shows the WO 02/14708 A1 ,
  • Such electromotive Gabstrastell drivingen can - in the proposed embodiments - are arranged at least on the reaction side - if desired.
  • caliper 1 is indicated only in its zuspann skillen area. In practice, it preferably surrounds the upper peripheral region of the brake disk in the manner of a frame and is fastened to an axle flange (not visible here).
  • a sectional view through a disc brake according to the invention shows Fig. 3 ,
  • the brake caliper 1 on its side facing the brake disc 2 with a brake disc axis of rotation one or more, preferably two openings 3, 4 and a corresponding number of brake punches 5, 6 (here two), which are aligned parallel to the brake disc axis BA.
  • Fig. 1 to 4 are each two variable-length brake plunger 5, 6 arranged parallel to each other.
  • the two brake pistons 5, 6 and adjusting piston are each supported directly or via intermediate elements; here plain bearing shells 9, 10; on the brake disc facing away from the rear wall 11 of the caliper.
  • plain bearing shells 9, 10 As storage facilities preferably balls 7, 8 are used with plain bearing shells 9.
  • the bearing devices are designed such that they allow a rotation of the brake plungers 5, 6 or adjusting piston about their own longitudinal axis LA.
  • the balls 7, 8 may also be formed as spherical projections on the ends of the brake pistons 5, 6 facing the caliper (not shown here), which then engage in corresponding recesses in the caliper with plain bearing shells.
  • the brake plungers 5, 6 each have a spindle 12 provided with an external thread, on which a sleeve-like nut 13 with a corresponding internal thread is rotatably arranged. Depending on the design, this thread can not be self-locking or self-locking.
  • the nuts 13 have on their side facing away from the brake disc on a flange 31, wherein between the flange 31 and the inner wall of the caliper 1 each compression springs 32 act, which surround the nut 13 concentrically and exert on the flange a predetermined force and the flange 31 bias relative to the brake caliper inner wall.
  • the entire mechanism is braced against the pressure plate.
  • Fig. 1 to 4 is the nut 13 of each brake plunger 5, 6 arranged on the side facing the brake disc and the spindle 12 on the side facing the caliper interior.
  • a reverse arrangement would also be conceivable (not shown here).
  • each so formed brake plunger 5, 6 - By screwing the nut 13 on the spindle, the axial length of each so formed brake plunger 5, 6 - for example, to compensate for brake pad wear and when applying the pads to the brake disc 2 - be adjusted.
  • rolling elements 16 which are formed here in a preferred embodiment as balls 16.
  • rolling bodies e.g. cylindrical or otherwise shaped rolling bodies (e.g., tons), which are then e.g. would roll on a groove-like recess in the brake stamps.
  • the rolling elements 16 engage on their sides facing away from the brake disk in depending on the configuration of the rolling body formed here dome-shaped plain bearing shells 17 which are inserted into recesses corresponding shape in a pressure plate 18 which rests against the support plate 19 of a application-side brake pad 20 with brake pad material 21, in the brake caliper 1 parallel to the brake disc axis of rotation BA and in the circumferential direction U (or tangential or parallel to the tangential) is arranged to be movable relative to the brake disc 2.
  • a clamp spring 22 between the pressure plate 18 and nuts 13 keeps the pressure plate 18 biased against the nuts 13.
  • the pressure plate in some other way, e.g. on the housing (saddle) to brace).
  • a spring loaded ball detent mechanism may be provided (not shown).
  • the switching operation can also be realized in other ways (e.g., electromagnetically).
  • a cylindrically formed and parallel to the brake disc axis arranged crank 34 is provided on its side facing the brake disc 2 with an off-center (eccentric) formed, also parallel to the brake disc axis BA aligned crank pin 35 in a corresponding opening 36th engages in a brake lining unit, wherein the opening 36, the example has a cross section corresponding to the cross section of the crank pin 35 or, for example, in particular slot-like (here, for example, perpendicular to the image plane).
  • crank 34 or the crank drive 35, 36 forms a first application device and the brake plungers 5, 6 form a second application device and can also be used as wear adjustment devices.
  • Fig. 1 consists of the actuating device or clamping unit of the two, for the purpose of wear adjustment variable length adjuster piston or brake pads 5, 6, which in their brake disc 2 facing pressure surface recesses 14 have the manner of ramp contours on which the rolling elements 16 run, which the the brake generated application force to the brake pad unit or transferred to the resting on the brake pad pressure plate.
  • the rolling elements 16 are received in the slide bearing bed (plain bearing shells 17) via an oppositely shaped ramp profile (not shown here) or (preferably because the rolling elements are guided in a particularly secure manner;
  • the brake is actuated after an application process of the brake pad 20 to the brake disc by moving the pressure plate together with brake pad 20 parallel to the friction surface of the brake disc in the direction of rotation or circumferential direction thereof.
  • crank mechanism 35, 36 which engages with a driven and here crank pin 35 approximately centrally on the pressure plate 18 of the brake pad unit 18, 20 and parallel to the axis of rotation of the brake disc in Zuspanngeophuse - caliper - 1 is stored.
  • crank mechanism via the electric drive, e.g. the electric motor 23 with downstream transmission 24th
  • the brake of Fig. 3 to 6 also indicates - as in Fig. 6 to recognize - a device for blocking the rotation of the crank.
  • This blocking device is after Fig. 6 realized by a magnet holding brake 106, which is adapted to release or block the rotation of a shaft 107 which is arranged parallel to the crank 34 and which carries a gear 108 which meshes with external teeth 109 on the crank.
  • the overall design is such that when the blocking device is not activated during rotations of the electric motor, the crank 34 is rotated, while when the blocking device is activated, the spindle rotates when the electric motor rotates.
  • FIG. 7 illustrates the change from crank to spindle operation with the brake disc (brake applied).
  • Fig. 8 illustrates a change from a crank to a spindle operation with the brake disc (releasing the brake) and
  • Fig. 9 compares the clamping times of the spindle and crank operation with each other.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Braking Arrangements (AREA)
  • Regulating Braking Force (AREA)

Claims (14)

  1. Frein à disque en conception à renfort automatique, à un acteur électrique, dans lequel un effort d'actionnement appliqué par ledit acteur est renforcé moyennant un dispositif de renfort automatique disposé entre ledit acteur et la garniture de frein, présentant les caractéristiques suivantes :
    a) une unité de serrage à serrer au moins une unité à garniture de frein (20) d'un côté d'un disque de frein (2), en réalisant un mouvement de serrage de ladite unité à garniture de frein (20) vers ledit disque de frein (2), au mouvement de serrage de frein étant apte à être décomposé en au moins un composant de mouvement s'étendant en parallèle et en au moins un composant de mouvement (direction U) s'étendant tangentiellement relativement à l'axe de révolution du disque de frein (BA),
    b) au moins un moyen d'entraînement électromoteur (23) en tant que l'acteur à actionner ledit dispositif de serrage de frein,
    c) dans lequel ledit dispositif de serrage de frein comprend un mécanisme de transmission ramifiant (24) comprenant deux branches de sortie, dont la première branche de sortie se trouve en connexion de travail avec un premier dispositif de serrage - en particulier en tant que dispositif de serrage de frein de service - pendant que la deuxième branche de sortie se trouve en connexion de travail avec un deuxième dispositif de serrage (5, 6) - en particulier en tant que dispositif de freinage de stationnement et de réajustage,
    (d) dans lequel ledit deuxième dispositif de serrage comprend un ou plusieurs pistons de frein à longueur axiale variable (pistons de réajustage 5, 6), à au moins un corps de roulement (16) étant disposé entre les aires de pression desdits pistons de frein et ladite unité à garniture de frein, qui est conçu à la fin qu'il ne monte le long d'un contour en rampe ou respectivement en coin auxdits pistons de frein et/ou de ladite unité à garniture de frein qu'au cas de serrage de frein en direction de marche en avant, et dans lequel chacun desdits pistons de frein (5, 6) comprend une broche rotative respective (12) pourvue d'un filetage extérieur, sur laquelle broche est disposé un écrou (13) déplaçable en sens longitudinal, à un filetage correspondant intérieur,
    caractérisé en ce
    e) que la ligne de commande entre ledit mécanisme de transmission ramifiant (24) et ladite unité à garniture de frein (20) via ledit premier dispositif de serrage (34, 35, 36) est conçu d'une façon non autobloquant et en ce que la ligne de commande de sortie entre ledit mécanisme de transmission ramifiant (20) et ladite unité à garniture de frein via ledit deuxième dispositif de serrage (5, 6) est conçu de façon à être autobloquant.
  2. Frein à disque selon la revendication 1, caractérisé en ce que le mécanisme à bielle et manivelle est conçu de façon non autobloquant.
  3. Frein à disque selon une quelconque des revendications précédentes, caractérisé en ce qu'un filetage est formé à blocage automatique entre ladite broche (12) et ledit écrou.
  4. Frein à disque selon une quelconque des revendications précédentes, caractérisé en ce que ledit dispositif de serrage est au plus conçu d'une façon, qu'il soit commutable, de préférence automatiquement ou sous commande, au cas des actions de serrage en sens de marche en avant et de marche arrière, et en ce que le mécanisme de transmission (214) ainsi que desdits premier et deuxième dispositifs de serrage sont conçus d'une telle façon, que le sens de révolution dudit moteur électrique (23) soit le même, de préférence, au cas des actions de serrage en sens de marche en avant et de marche arrière.
  5. Frein à disque selon une quelconque des revendications précédentes, caractérisé en ce que le dit mécanisme de transmission ramifiant (24) est une boîte à engrenages planétaires.
  6. Frein à disque selon une quelconque des revendications précédentes, caractérisé par un moyen commutateur à commuter entre une action de serrage de ladite unité à garniture de frein via ledit premier ou via ledit deuxième dispositif de serrage.
  7. Frein à disque selon une quelconque des revendications précédentes, caractérisé en ce que ledit moyen commutateur est conçu sous forme d'un moyen de blocage à bloquer des révolutions dudit mécanisme à bielle et manivelle (34, 35, 36).
  8. Frein à disque selon une quelconque des revendications précédentes, caractérisé en ce que ledit moteur électrique (23) cause la rotation de ladite manivelle (34) directement ou via au moins un ou plusieurs engrenages (24, 26, 37), cette manivelle comprenant un maneton de vilebrequin (35) servant à mouvoir ladite unité à garniture de frein tangentiellement au disque de frein, c'est-à-dire en parallèle à l'aire de friction du disque de frein.
  9. Frein à disque selon une quelconque des revendications précédentes, caractérisé en ce que ladite unité à garniture de frein comprend la plaque de serrage (18) portant contre la plaque d'appui de la garniture de frein (19) d'une garniture de frein (20).
  10. Frein à disque selon une quelconque des revendications précédentes, caractérisé en ce que ledit maneton de vilebrequin (35) s'étend en parallèle à l'axe du disque de frein (BA) et se trouve en prise dans une ouverture à orientation correspondante dans ladite plaque de serrage (18).
  11. Procédé à commander un frein à renfort automatique selon une quelconque des revendications précédentes, caractérisé en ce qu'au début d'une action de freinage de stationnement, sans serrage du frein de service précédent, les étapes suivantes sont réalisées :
    a) le moyen de blocage, en particulier le frein de retenue magnétique, est activé par le système de freinage, en bloquant le mécanisme à bielle et manivelle,
    b) le moteur électrique est commandé en sens de révolution de serrage en correspondance avec la marche en avant,
    c) les broches sont commandées jusqu'à l'effort de serrage requis est atteint,
    d) le moyen de blocage, en particulier le frein de retenue magnétique, est desserré par le système de freinage,
    e) l'arrêt du frein de stationnement se fait sans courant moyennant l'effet autobloquant desdites broches filetées.
  12. Procédé selon la revendication 11, caractérisé en ce que le desserrage du frein de stationnement se réalise de la manière suivante :
    a) le moyen de blocage, en particulier le frein de retenue magnétique, est activé par le système de freinage, en bloquant le mécanisme à bielle et manivelle ;
    b) le moteur électrique est commandé en sens de révolution de desserrage,
    c) les pistons de frein à broche et écrou sont tournés en retour dans la position de départ,
    d) le moyen de blocage, en particulier le frein de retenue magnétique, est desserré par le système de freinage.
  13. Procédé selon une quelconque des revendications précédentes 11 ou 12, caractérisé en ce qu'au début d'une action de freinage de stationnement, après une action de serrage du frein de service précédent et à position de frein de service arrêté, les étapes suivantes sont réalisées après la détermination d'une commande de freinage de stationnement par le conducteur:
    a) le moyen de blocage, en particulier le frein de retenue magnétique, est activé par le système de freinage, en bloquant le mécanisme à bielle et manivelle ;
    b) le moteur électrique est commandé en sens de révolution de serrage en correspondance avec la marche en avant ;
    c) les pistons de frein à broche et écrou sont commandées jusqu'à un effort de serrage partiel prédéterminé est atteint et/ou par un nombre défini des révolutions du moteur ; et,
    d) le moyen de blocage, en particulier le frein de retenue magnétique, est desserré ;
    e) le moteur électrique est commandé en sens de desserrage ;
    f) la manivelle est retourné jusqu'à un niveau défini de réduction de l'effort de serrage est atteint et/ou par un nombre défini des révolutions du moteur ;
    e) la suite des étapes a) à f) est répétée jusqu'à ce que la manivelle ait atteint sa position neutre, après quoi la suite des opérations est réalisée de la même manière que celle décrite pour le serrage du frein de stationnement sans serrage du frein de service précédent.
  14. Procédé selon une quelconque des revendications précédentes 11 à 13, caractérisé en ce qu'au cas d'un véhicule à plusieurs essieux, la transition du frein de service au frein de stationnement est réalisé d'une manière si avantageuse, que des freins individuels ou respectivement les freins des essieux individuels réalisent les étapes décrites en temps différé l'un relativement à l'autre.
EP07723619A 2006-03-28 2007-03-27 Frein à disque à auto-amplification et procédé de commande de celui-ci Not-in-force EP2002140B8 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102006014271 2006-03-28
DE102006029944A DE102006029944A1 (de) 2006-03-28 2006-06-29 Selbstverstärkende Scheibenbremse und Verfahren zu deren Ansteuerung
PCT/EP2007/002673 WO2007112881A1 (fr) 2006-03-28 2007-03-27 Frein à disque à auto-amplification et procédé de commande de celui-ci

Publications (3)

Publication Number Publication Date
EP2002140A1 EP2002140A1 (fr) 2008-12-17
EP2002140B1 true EP2002140B1 (fr) 2010-03-17
EP2002140B8 EP2002140B8 (fr) 2010-05-19

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EP07723619A Not-in-force EP2002140B8 (fr) 2006-03-28 2007-03-27 Frein à disque à auto-amplification et procédé de commande de celui-ci

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EP (1) EP2002140B8 (fr)
AT (1) ATE461379T1 (fr)
DE (2) DE102006029944A1 (fr)
WO (1) WO2007112881A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008004806A1 (de) * 2008-01-17 2009-07-30 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Pneumatisch betätigte Scheibenbremse mit Betätigungsstößel
DE102010050102A1 (de) * 2010-10-29 2012-05-03 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Selbstverstärkende Scheibenbremse für ein Nutzfahrzeug
DE102011102904B4 (de) * 2011-05-31 2015-04-30 Ortlinghaus-Werke Gmbh Bremssystem

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3610569C2 (de) * 1986-03-27 1994-02-17 Knorr Bremse Ag Scheibenbremse für Fahrzeuge
DE3716202C3 (de) * 1987-05-14 2000-03-09 Knorr Bremse Systeme Scheibenbremse für Fahrzeuge
DE4308704A1 (de) * 1993-03-18 1994-09-22 Knorr Bremse Ag Druckluftbetätigte Scheibenbremse
EP1311773B1 (fr) * 2000-08-17 2006-11-22 KNORR-BREMSE SYSTEME FÜR NUTZFAHRZEUGE GmbH Frein a disque pourvu d'un systeme de reglage
DE10154178B4 (de) * 2001-05-21 2004-05-13 Estop Gmbh Elektromechanische Bremse mit Selbstverstärkung und veränderlichem Keilwinkel
DE10392252B4 (de) * 2002-02-21 2011-07-14 Haldex Brake Products Ab Scheibenbremse
DE10328244A1 (de) * 2003-06-24 2005-01-13 Robert Bosch Gmbh Scheibenbremse mit Selbstverstärkung
SE0302563D0 (sv) * 2003-09-26 2003-09-26 Haldex Brake Prod Ab A parking brake mechanism for a disc brake
DE102004034452A1 (de) * 2004-07-16 2006-02-09 Siemens Ag Seilzugantrieb
DE102005030618A1 (de) * 2004-10-13 2006-04-20 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Scheibenbremse in selbstverstärkender Bauart und Ansteuerverfahren für eine selbstverstärkende Bremse

Also Published As

Publication number Publication date
DE102006029944A1 (de) 2007-10-11
ATE461379T1 (de) 2010-04-15
EP2002140B8 (fr) 2010-05-19
EP2002140A1 (fr) 2008-12-17
WO2007112881A1 (fr) 2007-10-11
DE502007003152D1 (de) 2010-04-29

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